Attachment 5 - Traffic Impact Assessment Final PTT · 132005.638.06

        Figure 4.3:           TURN WARRANT ASSESSMENT RESULTS




        As shown in Figure 4.3, the provision of an AUL and a CHR would be required at the site access.
        As discussed in Section 2.2, the site access is currently supported by an AUL and a CHR(s).
        Therefore, it is recommended that consideration be given to upgrading the existing CHR(s) on
        Eumundi Noosa Road to a CHR in accordance with the requirements of Section 5.2 of Austroads
        Guide to Road Design Part 4A: Signalised and Unsignalised Intersections.

        The minimum requirements for a CHR have been determined based on a design speed of 90
        km/h on Eumundi Noosa Road (ie 80km/h speed limit plus 10km/h) and consist of the following:

        —        a 75.0m diverge length, including a 25m long taper
        —        a 19.0m storage length to cater for one design turning vehicle (ie AV)

        4.4.3        Intersection Delay
        TMR’s GTIA defines the impact assessment area for intersection delay and road safety as all
        intersections on the state-controlled road network where development traffic exceeds more than
        5% of the base traffic for any movement in the year of opening (ie 2028).

        The methodology for calculating the impact of a development in terms of intersection delay is
        discussed in Section 11.2 of TMR’s GTIA. Consistent with the GTIA, net-change in delay is
        calculated across the impact assessment area for the opening year (2028).

        TMR’s GTIA outlines the following desired outcome with respect to intersection delay:

              “The desired outcome is to ensure that the sum of intersection delays on base traffic in the
              impact assessment area does not significantly worsen (ie does not increase average delay
              be more than 5% in aggregate). In other words, the additional delays created by traffic
              generated by the development need to be mitigated by upgrades to intersection in the impact
              assessment area which reduce delays (in aggregate) to at least pre-development levels.”

        Net-change in delay is calculated by summing the total vehicle minutes at the intersection for all
        design peak periods assessed for the pre-development scenario (ie Tuesday and Sunday peak
        hours). The post-development delay is calculated by multiplying the post-development average
        delay per movement by the pre-development volume on each movement.



P:\2025-26\26-369 NOOSA RESOURCE RECOVERY CENTRE\OUTPUTS\26-369 TRAFFIC IMPACT ASSESSMENT FINAL.DOCX   18